Oar coupling



3 Sheets-Sheet 1.' Q J HOKE GAR COUPLING.

(No Model.)

No. 409,967. Patented Aug. 27, 1 889..

A a I F (No Model.) a-shets-sheet 2. Q. J. HOKE GAR COUPLING,

No. 409,967. Patented Aug. 27, 1889;

Q.J.HOKE. I GAR COUPLING. i ,No. 409,967. Patented Aug. 27,1889.

(No Model.) 3 Sheets-Sheet 3.

- 1 UNITED STATES PATENT OFFICE.

QUINTON J. HOKE, OF YORKVILLE, SOUTH CAROLINA, ASSIGN OR TO HIMSELF ANDJOHN ROBERT LINDSAY, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 409,967, dated August27,1889. Application filed April 4:, 1889. Serial No. 305,916. (Nomodel.)

To all whom it may concern:

Be it known that I, QUINToN JEROME HOKE, a citizen of the United States,residing at Yorkville, in the county of York and State of SouthCarolina, have invented certain new and useful Improvements inCar-Couplers; and I do declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, referencebeing had to the accompanying drawings, and t0 the letters and figuresof reference marked thereon, which form a part of this specification.

Referring to the drawings, Figure 1 is an isometric view of a couplerconstructed according to my invention. Fig. 2 is a plan view thereof,the top of the draw-head being removed and the draw-bar broken away inpart, showing the coupling-bar in its coupled position. Fig. 3 is a likeview showing the coupling-jaws in the position they assume inuncoupling. Fig. 4 is a like view showing a modification in theconnection of the coupling-jaws and in the application of the spring forholding the jaws in their normal position. Figs. 5 and 6 are isometricviews of the coupling-jaws and their connecting-link detached, thehand-lever connected with one of the jaws being partly broken away. Fig.7 is a view similar to that shown in Fig. 2, illustrating anothermodification in the means employed for connecting the couplingjaws; andFig 8 is an isometric view showing the coupler in combination withmechanism for operating the same from the top of a car.

The invention relates to railway-car couplers, and more particularly tothat class known as arrow-head couplers; and it consists in thecombination of two synchronously-movable coupling-jaws and theircombination with the draw-head and uncoupling-lever, and in theconstruction of the jaws and draw-head, and in means for uncoupling fromthe top of a car, substantially as hereinafter more fully described, andas set forth in the claims.

The invention has for its obj ect to simplify the construction ofcar-couplers of the class 50 referred to and increase their efficiency,and

to provide a simple means for uncoupling the cars from'the side or fromthe top thereof.

In the drawings, A indicates the draw-bar,

and A the draw-head, which latter is of rectangular form and hollow andprovided with 5 5 openings a in the opposite sides thereof; also withpivot-bearings a a for the pivot-pins b of the coupling-jaws, and withholes a a in its roof and floor, respectively, for the reception of thepin where the coupler is to be used as a link-and-pin coupler.

B and B are the coupling-jaws, so constructed and fitted within thedrawhead that they will completely close the lateral openings a in saiddraw head when in their normal position, thus preventing all access ofdust or dirt at those points to the interior of the draw-head, as wellas all access thereto of moisture or snow, by -which the operation ofthe coupler maybe impaired. As shown, the inner faces of thecoupling-jaws are curved outwardly, or from a point from the inner rearedge to the outer edge of the jaw, the curvilinear face being a segmentof a circle whose center :rlies in or approximately in the plane of saidrear face or edge of the jaw, as shown in Figs. 2 and at. In thiscurvilinear face hot the jaw is formed a groove 19 for the passage ofthe coupling-bar C, that is provided at each end with what is commonly8o termed an arrow-head c. The groove b in jaws B B is graduallyexpanded or widened from its rear to its forward end, where itsubstantially merges with or into the face of the jaw, so that when saidjaws are in their normal position (shown in Figs. 1, 2, and 4) they willform a flaring passage whose inner end is substantially cylindrical fora portion of its length, then gradually widens to the outer edges of theinner faces of the jaws, which are pivoted within the draw-head A onpivots b, fitted in the bearings a in the draw-head, previouslydescribed. The object of this construction of the groove b in the jawsis to provide in each jaw a semi-.eylindrical bearing of a certainlength to form a cylindrical bearing for the corresponding throat c ofthe coupling-bar 0 immediately back of the arrow-heads to firmly holdthe bar between the jaws, yet allow it a lateral, Ioo

as well as a vertical, motion within certain limits, to permit the barto swing to one or the other side when a train travels over a curve, orto permit of the coupler being used on cars difiering in height.

To facilitate the play of the coupling-bar C, it is made slightlyconical or flaring, as shown at 0 from the greatest diameter of the head0 thereof to the throat. or cylindrical part c, as it is obvious thatwere the greatest diameter of said head to bear directly against therear face of the jaws neither lateral nor vertical motion could takeplace to any extent, and a coupling-bar so constructed can only beemployed in case such play is not necessary. a

The outer. faces of the coupling-jaws are constructed with a verticalbearing-surface b at the forward end that bears against a correspondingface a on the side wall of the draw-head A, and with a curvilinearportion of, that is a segment of a circle drawn from the pivot-center ofthe jaw, and that bears against a like face a of the forward verticalwall of the opening a in the lateral walls of the draw-head A, as shownin Figs. 2 and 4, thus permitting the jaws to be rotated on their pivotsin uncoupling.

From the curved portion b of the jaw to the rear end thereof the outervertical face is rectilinear, and when in a normal position gush withthe lateral outer faces of the drawead.

The front end of the jaws extends substantially to the edge of the mouthof the drawhead, so that said jaws form with the drawhead a flaringmouth or passage for the coupling-bar 0, whereby it is properly guided,and as the forward end of the jaws bears against the side walls of thedraw-head access of dust or dirt, or moisture, or snow between thebearing-surfaces is effectually prevented.

At the rear end the jaws B B are provided with inwardly-beveledbearing-faces b, that bear against corresponding faces a formed by therear vertical face of the opening a in the draw-head, thus completelyrelieving the pivot-pins from all strain or pull and push or thrust,such strain or pull being taken up by the bearing-faces a a and a of thedrawhead, while the thrust is taken up by the buffer-face of thedraw-head.

Various means may be adopted to cause the locking-jaws to movesynchronously on their pivots in uncoupling. The jaws may be connectedtogether by a link D, that consists simply of a fiat bar having at eachend a journal or pivot d at right angles to the bar, which journal fitsinto a socket b formed in the upper face of the coupling-jaws, whichlatter are provided with a recessed portion 19 in which said link D liesand moves. The position of the socket b is such that the link willengage the moving jaw B near the forward end of the recess and the movedjaw B near the rear end thereof, so that when from between the jaws.

said jaw B rotates inwardly the jaw B will be caused to move in the samedirection. This may be effected by an ordinarylink pivoted to the jaws,as shown in Fig. 4, and instead of forming the recess in which the linklies and moves in the jaws themselves such recess may be formed in theroof of the drawhead. Finally, the jaws may be geared together, as shownin Fig. '7, each jaw being provided with gear-teeth t, formed in thefaces thereof on one or both sides of the groove. The front face of thedraw-head being polygonal, it affords an extended buffersurface when twocars come together.

To uncouple the cars and to hold the coup ling-jaws in their normalposition, the jaw B has or may have formed thereon a hand-lever B that.projects laterally therefrom, and is of such length as to be readilymanipulated from the side of the cars. To said lever B is attached oneend of a spring B whose other end bears against the front wall of theslot a in that side of the draw-head, and operates to return thecoupling-jaws into their normal position when moved out of it throughthe medium of the lever. Instead of connect-ing the spring with thehand-lever, the

B, and both jaws may be provided with a socket b for the reception of ahand-lever, so that cars may be uncoupled from either side.

\Vhenthe coupler is used on freight-cars, I provide a simple means foroperating the uncoupling-lever B which consists of an opcrating-rod R,provided with a hand-wheel W, said rod carrying a cam O at its lower endthat operates upon lever B when the rod is turned, as shown in Fig. 8.

It is obvious that when the hand-lever is moved forwardly the front endof the jaw B will move inwardly and the rear end thereofoutwardly,asimilarmovementbeingimparted to the jaw B through thelink D.This causes the rear end of the passage-way for the coupling-bar O tospread or become enlarged sufficiently to permit the arrow-head 0thereof to pass freely through that portion of the groove which issemi-cylindrical, and as the groove gradually widens from that point tothe forward end of the jaws, and as the proximate faces of said jaws arearcs or segments of two adjacent circles, the passage gradually widensalso, thus allowing the bar 0 to move freely WVhen the lever isreleased, the spring will at once move the jaws back into their normalpositions. The coupling is effected automatically, as when the bar 0moves into the draw-head between the jaws the latter will turn on theirpivots in the same manner as when they are actuated by the hand-lever,allowing the said bar 0 to pass between them, and moving back into theirnormal positions under the stress of the spring as soon as thearrow-head c on the bar C has cleared the rear end 12 of the grooves12*.

In couplers for passenger-cars it is desirable that the coupling link orbar be held more or less steady to prevent too great a swaying orlateral motion of the cars, and it is also desirable that either incoupling or in stoppages the cars should not come together with toogreat a shock, which is now solely counteracted by the spring-buffers.These results I attainby the use of a spring-actuated block or shoe S,recessed to receive the end of the coupling-bar, as shown in Fig. 7, anelastic bearing being thus provided for the said bar that willeffectually take up the thrust and at the same time hold said barsteady.

Having described my invention, what I desire to secure by Letters Patentis 1. In a car-coupler of the class described, the combination, with anarrow-headed coupling-bar and the draw-head having a cavity ofsubstantially rectangular form in cross-section, of coupling-jawspivoted therein and having their proximate faces of curvilinear form,the outer edges thereof extending to the like edges of the draw-headcavity and having a groove formed in said proximate faces, substantiallysemi-cylindrical at its rear end, from which point to the forward edgeof the jaws said groove gradually increases in width and decreases indepth to form a graduallywidening or outwardly-flaring passage from therear edge of the jaws to the forward edge of Ehg draw-head cavity, forthe purpose speci- 2. In a car-coupler of the class described,

the combination, with the draw-head and an arrow-headed coupling-bar, oftwo coupling-- jaws pivoted within the draw-head and havin g theirproximate faces of curvilinear form, and a groove formed in each of saidfaces, a link D, pivotally connecting the jaws, as described,'and aspring to hold said jaws in a normal position, substantially as and forthe purposes specified.

3. In a car-coupler of the class described, the combination, withthe'draw-head provided with the bearing-faces a a of two couplingjawspivoted within said draw-head and having corresponding bearing-faces bb, substantially as and for the purposes specified.

4. In a car-coupler of the class described, the co1nbination,with thedraw-head provided with the bearing-faces a a a, of two coupling-jawspivoted within said draw-head and having corresponding bearing-faces b bb, zulgstantially as and for the purposes speci- 5. In a car-coupler ofthe class described, the combination, with the draw-head, of twocoupling-jaws pivoted therein and provided with a recess b and a socketb arranged relatively, as described, a connecting-link consisting of abar D, having journals or pivots d at right angles thereto and fittinginto said sockets of the jaws, and a spring to hold the jaws in a normalposition within the draw 6. In a car-coupler of the class described,

the combination, with the draw-head, two coupled or connected andsynchronously-movable couplingjaws pivoted therein, and a spring forholding the jaws in a normal position, of an actuating-lever extendinglaterally from one of the jaws for revolving the same on its pivotagainst the stress of the spring, substantially as and for the purposespecified.

7. In a car-coupler of the class described, the combination, with thedraw-head and two coupled or connected and synchronously-movablecoupling-jaws pivoted therein, said jaws having a socket b, of ahand-lever for rotating one of said jaws on its pivot against the stressof the spring, said hand-lever fitting into said socket, substantiallyas and for the purposes specified.

8. In a car-coupler of the class described, the combination, with thedraw-head and two coupled or connected and synchronouslymovablecoupling-jaws pivoted therein, of an actuating-lever extending laterallyfrom one of said jaws, and a spring having its bearings on the lever anddraw-head for holding the jaws in a normal position, substantially asand for the purpose specified.

9. In a car-coupler of the class described, the combination, with thecoupling-jawsB B, provided in their curvilinear proximate faces with agroove of substantially semi-cylindrical form at. the re 1r end andgradually widening and decreasing in depth from that point to theforward end, of an arrow-headed coupling-bar 0, having a throat c, ofcylindrical form in cross-section, immediately back of its arrow-headand increasing in diameter from that point to its longitudinal center,substantially as and for the purpose specified.

10. The combination, with the draw-head A, provided with openings a inits opposite sides and with bearing-faces a, a and a, of thecoupling-jaws B B, constructed as .de:

scribed and fitted within-the draw-head so thattheir outer. lateralfaces will lie fiush with the corresponding faces of the draw-head andcompletely close the opening a therein, said jaws being pivoted withinsaid draw-headand provided with corresponding bearing-faces b b and bsubstantially as and for the purposes specified.

11. The combination, with the draw-head, the coupling-jaws, and thelever B of an actuating-rod R and a cam O, secured thereto and arrangedto operate on said lever, -substantially as and for the purposesspecified. 12. In a car-coupler of the class described, the combination,with the coupling-jaws B B, having-their proximate faces of curvilinearform and provided with a groove of substantially semi-cylindrical format the rear end, and having square vertical rear faces, of anarrow-headed coupling-bar 0, having a flaring portion 0 and acylindrical throat c in rear of the greatest diameter of the arrowhead,substantially as and for the purpose specified.

13. In a car-coupler of the class described, the combination, with thecoupling-jaws B B, having their proximate faces of curvilinear form andprovided With a groove of substantially seini-cylii'idrical form at therear end, and having square vertical rear faces inclining toward eachother, of an arrowheaded coupling-bar 0, having a flaring portion 0 anda cylindrical throat c in rear of the greatest diameter of thearrow-head, substantially as and for the purpose specified.

In testimonywhereof l aflix my signature in presence of two Witnesses.

QUINTON J. HOKE. V itnessesp T. S. JEFFREYs, J 0s. F. WALLACE.

